Brake hydraulic pressure control system and straddle-type vehicle

ABSTRACT

To achieve a brake hydraulic pressure control system which makes it possible to suppress an increase of the manufacturing cost as compared to existing brake hydraulic pressure control systems which ground a control board using a coil spring. A brake hydraulic pressure control system according to the present invention includes: a metallic substrate ( 80 ) in which a flow channel for brake fluid is formed; and a control board ( 76 ) of a hydraulic pressure control mechanism for the brake fluid provided in the flow channel. The brake hydraulic pressure control system according to the present invention further includes at least one conductive plate spring ( 90 ) which is provided between the control board ( 76 ) and a component that is electrically connected to the substrate ( 80 ). The free length of the plate spring ( 90 ) is longer than the distance between the control board ( 76 ) and the component, and the plate spring ( 90 ) has a first end part ( 93 ) connected to the control board ( 76 ) and a second end part ( 94 ) connected to the component.

TECHNICAL FIELD

The present invention relates to a brake hydraulic pressure control system for a straddle-type vehicle, and to a straddle-type vehicle equipped with the brake hydraulic pressure control system.

BACKGROUND ART

Some of existing vehicles are equipped with a brake hydraulic pressure control system for causing a brake system to execute an anti-lock braking operation. In a state where a passenger of a vehicle is manipulating an input part such as a brake lever, this brake hydraulic pressure control system amplifies or reduces the pressure of brake fluid inside a brake fluid circuit to adjust a braking force to be generated on wheels. Some of such brake hydraulic pressure control systems are formed by unitizing components such as: a flow channel which constitutes a part of the brake fluid circuit; and a control board which is configured to control the flow of brake fluid inside the brake fluid circuit (see PTL 1, for example).

Specifically, the unitized brake hydraulic pressure control system includes: a metallic substrate in which a flow channel for brake fluid is formed; a control board of a hydraulic pressure control mechanism for brake fluid; and a housing which houses therein the control board. The hydraulic pressure control mechanism for brake fluid is a mechanism used when controlling the hydraulic pressure of brake fluid inside the brake fluid circuit, and examples of this mechanism include a valve.

Some of the existing unitized brake hydraulic pressure control systems proposed ground the control board using a coil spring made of metal. Specifically, the existing unitized brake hydraulic pressure control systems include a component which is disposed in a space surrounded by the substrate and the housing and is electrically connected to the substrate. Hereinbelow, the component which is disposed in the space surrounded by the substrate and the housing and is electrically connected to the substrate is referred to as an electrically connected component. Examples of the electrically connected component include a piston of a valve. The coil spring is provided between the control board and the electrically connected component, and is compressed between the control board and the electrically connected component. Thus, the control board and the electrically connected component are electrically connected to each other. To put it differently, the control board is electrically connected to the substrate via the coil spring and the electrically connected component. Thereby, it is possible to ground the control board, and thus suppress the electrostatic charging of the control board.

In this respect, the coil spring is susceptible to deform under vibration in a direction perpendicular to a direction in which the coil spring expands and contracts. The direction in which the coil spring expands and contracts indicates the direction in which the control board and the electrically connected component are opposed to each other. If the coil spring is deformed in the direction perpendicular to the direction in which the coil spring expands and contracts, it results in a state where the coil becomes no longer in contact with at least one of the control board and the electrically connected component, and thus grounding of the control board is no longer available. To deal with this, in the existing brake hydraulic pressure control systems, a through hole is formed in a member disposed between the control board and the electrically connected component, and the coil spring is inserted into this through hole. Thereby, the coil spring is held by an inner wall of the through hole. Thus, even when the brake hydraulic pressure control system vibrates, it is possible to inhibit the coil spring from being deformed in the direction perpendicular to the direction in which the coil expands and contracts.

CITATION LIST Patent Literature

PTL 1: JP-A-2014-15077

SUMMARY OF INVENTION Technical Problem

As described above, in the existing brake hydraulic pressure control systems which ground the control board using the coil spring, the through hole into which to insert the coil spring needs to be formed in the member disposed between the control board and the electrically connected component. Because this through hole needs to hold the coil spring with its inner wall, high positional accuracy and dimensional accuracy are required at the time of machining the through hole. For this reason, in the existing brake hydraulic pressure control systems which ground the control board using the coil spring, the manufacturing cost of a component having the member disposed between the control board and the electrically connected component inevitably increases, which results in an increase of the manufacturing cost of the brake hydraulic pressure control system.

The present invention has been made in view of the above problem. A first objective of the present invention is to achieve a brake hydraulic pressure control system which makes it possible to suppress an increase of the manufacturing cost as compared to the existing brake hydraulic pressure control systems which ground the control board using the coil spring. In addition, a second objective of the present invention is to achieve a straddle-type vehicle equipped with such a brake hydraulic pressure control system.

Solution to Problem

A brake hydraulic pressure control system according to the present invention is a brake hydraulic pressure control system for a straddle-type vehicle including: a metallic substrate in which a flow channel for brake fluid is formed; a control board of a hydraulic pressure control mechanism for the brake fluid provided in the flow channel; and a housing which houses therein the control board and is connected to the substrate, in which the brake hydraulic pressure control system further includes at least one conductive plate spring which is provided between the control board and a component that is disposed in a space surrounded by the substrate and the housing and is electrically connected to the substrate, the free length of the plate spring is longer than the distance between the control board and the component, and the plate spring has a first end part connected to the control board and a second end part connected to the component.

In addition, a straddle-type vehicle according to the present invention is equipped with the brake hydraulic pressure control system according to the present invention.

Advantageous Effects of Invention

In the brake hydraulic pressure control system according to the present invention, the control board is electrically connected to the component, which is electrically connected to the substrate, via the plate spring. To put it differently, when the component which is electrically connected to the substrate is referred to as the electrically connected component as described above, the brake hydraulic pressure control system according to the present invention is electrically connected to the substrate via the plate spring and the electrically connected component. Here, the plate spring is less susceptible to deform in the direction perpendicular to the direction in which the plate spring expands and contracts as compared to the coil spring. Hence, in the brake hydraulic pressure control system according to the present invention, it is not necessary to form the through hole, into which to insert the plate spring, in the member disposed between the control board and the electrically connected component for the purpose of inhibiting the plate spring from being deformed in the direction perpendicular to the direction in which the plate spring expands and contracts. In addition, even when the brake hydraulic pressure control system according to the present invention has such a configuration that the plate spring is inserted in the through hole formed in the member disposed between the control board and the electrically connected component, it is not necessary to cause the through hole to hold the plate spring with its inner wall. For this reason, even when the brake hydraulic pressure control system according to the present invention has such a configuration that the plate spring is inserted in the through hole formed in the member disposed between the control board and the electrically connected component, positional accuracy and dimensional accuracy at the time of machining the through hole may be lower than those of an existing through hole for holding the coil spring. To put it another way, in the brake hydraulic pressure control system according to the present invention, it is possible to reduce the manufacturing cost of the component having the member disposed between the control board and the electrically connected component as compared to the existing brake hydraulic pressure control systems which ground the control board using the coil spring. Accordingly, the brake hydraulic pressure control system according to the present invention makes it possible to suppress an increase of the manufacturing cost as compared to the existing brake hydraulic pressure control systems which ground the control board using the coil spring.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a view illustrating the configuration of a straddle-type vehicle equipped with a brake system according to an embodiment of the present invention.

FIG. 2 is a view illustrating the configuration of the brake system according to the embodiment of the present invention.

FIG. 3 is a view illustrating, as seen from above, a unitized portion of a brake hydraulic pressure control system according to the embodiment of the present invention in a state where the unitized portion of the brake hydraulic pressure control system according to the embodiment of the present invention is mounted to the straddle-type vehicle, a part of which is illustrated by cross section.

FIG. 4 is an enlarged view of a portion A of FIG. 3 .

FIG. 5 is a view as seen in the direction of the arrow B in FIG. 4 .

DESCRIPTION OF EMBODIMENTS

Hereinbelow, a brake hydraulic pressure control system and a straddle-type vehicle according to the present invention are described using the drawings.

Note that, although the following description is provided as to a case in which the present invention is employed in two-wheeled motor vehicles, the present invention may be employed in straddle-type vehicles other than the two-wheeled motor vehicles. Examples of the straddle-type vehicles other than the two-wheeled motor vehicles include three-wheeled motor vehicles and buggies using at least one of an engine and an electric motor as its driving source. Other examples of the straddle-type vehicles other than the two-wheeled motor vehicles include bicycles. The bicycles denote all kinds of vehicles capable of driving forward on a road by effort applied to pedals. In other words, the bicycles include normal bicycles, pedal-assisted electric bicycles, electric bicycles, and the like. Meanwhile, the two-wheeled motor vehicles or the three-wheeled motor vehicles denote so-called motorcycles, and the motorcycles include motorbikes, scooters, electric scooters, and the like. Meanwhile, although the following description is provided as to a case in which the brake hydraulic pressure control system includes dual hydraulic circuits, the number of hydraulic circuits in the brake hydraulic pressure control system is not limited to two. The brake hydraulic pressure control system may include only a single hydraulic circuit, or alternatively may include triple or larger-line hydraulic circuits.

In addition, the configuration, operation, and the like described below is one example, and the brake hydraulic pressure control system and the straddle-type vehicle according to the present invention are not limited to the case of having such a configuration, operation, and the like. Moreover, in the drawings, the same reference signs are given to the same or similar members or portions, or no reference signs are given to one or some of the same or similar members or portions. Further, their detailed structures are either illustrated in a simple manner or not described as needed. Furthermore, redundant description is either given in a simple manner or not given as needed.

Embodiment

Hereinbelow, a brake system for a straddle-type vehicle equipped with the brake hydraulic pressure control system according to this embodiment.

Configuration and Operation of Brake System for Straddle-type Vehicle

The configuration and operation of the brake system according to this embodiment is described.

FIG. 1 is a view illustrating the configuration of the straddle-type vehicle equipped with the brake system according to the embodiment of the present invention. FIG. 2 is a view illustrating the configuration of the brake system according to the embodiment of the present invention.

As illustrated in FIG. 1 and FIG. 2 , a brake system 10 is mounted to a straddle-type vehicle 100 such as a two-wheeled motor vehicle. The straddle-type vehicle 100 includes: a trunk 1; a handlebar 2 which is turnably held by the trunk 1; a front wheel 3 which is turnably held by the trunk 1 together with the handlebar 2; and a rear wheel 4 which is pivotally held by the trunk 1.

The brake system 10 includes: a brake lever 11; a first hydraulic circuit 12 which is filled with brake fluid; a brake pedal 13; and a second hydraulic circuit 14 which is filled with brake fluid. In other words, the brake system 10 is equipped with two brake fluid circuits (the first hydraulic circuit 12 and the second hydraulic circuit 14). The brake lever 11 is provided to the handlebar 2 and manipulated by the hands of a user. The first hydraulic circuit 12 is configured to apply a brake force, corresponding to the amount of manipulation of the brake lever 11, to a rotor 3 a that is configured to rotate together with the front wheel 3. The brake pedal 13 is provided below the trunk 1 and manipulated by the feet of the user. The second hydraulic circuit 14 is configured to apply a brake force, corresponding to the amount of manipulation of the brake pedal 13, to a rotor 4 a that is configured to rotate together with the rear wheel 4.

Note that, the brake lever 11 and the brake pedal 13 are one example of a brake input part. For example, a brake pedal other than the brake pedal 13 provided to the trunk 1 may be employed as a brake input part instead of the brake lever 11. In addition, for example, a brake lever other than the brake lever 11 provided to the handlebar 2 may be employed as a brake input part instead of the brake pedal 13. Further, the first hydraulic circuit 12 may be configured to apply a brake force, corresponding to the amount of manipulation of the brake lever 11 or the amount of manipulation of the brake pedal other than the brake pedal 13 provided to the trunk 1, to the rotor 4 a that is configured to rotate together with the rear wheel 4. Furthermore, the second hydraulic circuit 14 may be configured to apply a brake force, corresponding to the amount of manipulation of the brake pedal 13 or the amount of manipulation of the brake lever other than the brake lever 11 provided to the handlebar 2, to the rotor 3 a that is configured to rotate together with the front wheel 3.

The first hydraulic circuit 12 and the second hydraulic circuit 14 have the same configuration. Thus, in the following description, the configuration of the first hydraulic circuit 12 is described on their behalf.

The first hydraulic circuit 12 includes: a master cylinder 21 which is embedded with a piston (not illustrated in the drawing); a reservoir 22 which is attached to the master cylinder 21; a brake caliper 23 which is held by the trunk 1 and has a brake pad (not illustrated in the drawing); and a wheel cylinder 24 which is configured to activate the brake pad (not illustrated in the drawing) of the brake caliper 23.

In the first hydraulic circuit 12, the master cylinder 21 and the wheel cylinder 24 communicate with each other via: a fluid duct which is connected between the master cylinder 21 and a master cylinder port MP formed in a substrate 80; a main flow channel 25 which is formed in the substrate 80; and a fluid duct which is connected between the wheel cylinder 24 and a wheel cylinder port WP formed in the substrate 80. In addition, a sub-flow channel 26 is formed in the substrate 80. Via this sub-flow channel 26, brake fluid inside the wheel cylinder 24 is released to a main flow channel midstream part 25 a that is a midstream part of the main flow channel 25. Further, in this embodiment, a pressure amplifying flow channel 27 is formed in the substrate 80. Via this pressure amplifying flow channel 27, brake fluid inside the master cylinder 21 is fed to a sub-flow channel midstream part 26 a that is a midstream part of the sub-flow channel 26.

An inlet valve 28 is provided to the main flow channel 25 in a region closer to the wheel cylinder 24 than the main flow channel midstream part 25 a. The flow rate of brake fluid passing through this region is controlled by opening and closing operations of the inlet valve 28. To the sub-flow channel 26 in a region upstream of the sub-flow channel midstream part 26 a, an outlet valve 29 and an accumulator 30 which is configured to store brake fluid are provided in this order from the upstream side. The flow rate of brake fluid passing through this region is controlled by opening and closing operations of the outlet valve 29. In addition, a pump device 31 is provided to the sub-flow channel 26 in a region downstream of the sub-flow channel midstream part 26 a. A switching valve 32 is provided to the main flow channel 25 in a region closer to the master cylinder 21 than the main flow channel midstream part 25 a. The flow rate of brake fluid passing through this region is controlled by opening and closing operations of the switching valve 32. A pressure amplifying valve 33 is provided to the pressure amplifying flow channel 27. The flow rate of brake fluid passing through the pressure amplifying flow channel 27 is controlled by opening and closing operations of the pressure amplifying valve 33.

Meanwhile, a master cylinder hydraulic pressure sensor 34 which is configured to detect the hydraulic pressure of brake fluid inside the master cylinder 21 is provided to the main flow channel 25 in a region closer to the master cylinder 21 than the switching valve 32. In addition, a wheel cylinder hydraulic pressure sensor 35 which is configured to detect the hydraulic pressure of brake fluid inside the wheel cylinder 24 is provided to the main flow channel 25 in a region closer to the wheel cylinder 24 than the inlet valve 28.

In other words, the main flow channel 25 causes the master cylinder port MP and the wheel cylinder port WP to communicate with each other via the inlet valve 28. In addition, the sub-flow channel 26 is a flow channel defined as a part or all of the flow channel which releases brake fluid inside the wheel cylinder 24 to the master cylinder 21 via the output valve 29. Further, the pressure amplifying flow channel 27 is a flow channel defined as a part or all of the flow channel which feeds brake fluid inside the master cylinder 21 to the sub-flow channel 26, at a position upstream of the pump device 31, via the pressure amplifying valve 33.

The inlet valve 28 is an electromagnetic valve which is configured to switch, when changed from de-energized to energized state for example, its mode from opening to closing of passage of brake fluid flowing through its installed position. The outlet valve 29 is an electromagnetic valve which is configured to switch, when changed from de-energized to energized state for example, its mode from closing to opening of passage of brake fluid flowing through its installed position toward the sub-flow channel midstream part 26 a. The switching valve 32 is an electromagnetic valve which is configured to switch, when changed from de-energized to energized state for example, its mode from opening to closing of passage of brake fluid flowing through its installed position. The pressure amplifying valve 33 is an electromagnetic valve which is configured to switch, when changed from de-energized to energized state for example, its mode from closing to opening of passage of brake fluid flowing through its installed position toward the sub-flow channel midstream part 26 a.

The pump device 31 of the first hydraulic circuit 12 and the pump device 31 of the second hydraulic circuit 14 are driven by a shared motor 40. In other words, the motor 40 is a driving source for these pump devices 31.

The substrate 80, the components provided to the substrate 80 (such as the inlet valve 28, the outlet valve 29, the accumulator 30, the pump device 31, the switching valve 32, the pressure amplifying valve 33, the master cylinder hydraulic pressure sensor 34, the wheel cylinder hydraulic pressure sensor 35, and the motor 40), and a control unit (ECU) 75 constitute a brake hydraulic pressure control system 70. Note that, in this embodiment, the components such as the inlet valve 28, the outlet valve 29, the accumulator 30, the pump device 31, the switching valve 32, the pressure amplifying valve 33, the master cylinder hydraulic pressure sensor 34, the wheel cylinder hydraulic pressure sensor 35, and the motor 40 are sometimes collectively referred to as a brake fluid hydraulic pressure control mechanism. In other words, the brake fluid hydraulic pressure control mechanism is a mechanism used for controlling the hydraulic pressure of brake fluid in the first hydraulic circuit 12 and the second hydraulic circuit 14.

The number of the control unit 75 may be one or more than one. In addition, the control unit 75 may be attached to the substrate 80, or alternatively may be attached to a member other than the substrate 80. In addition, for example, a part or all of the control unit 75 may be constituted of a component such as a microcomputer and a microprocessor unit, or alternatively may be constituted of an updatable component such as firmware, or alternatively may be a program module and the like executed by commands from a CPU and the like.

Note that, as is to be described later, in the brake hydraulic pressure control system 70 according to this embodiment, at least a part of the control unit 75 is constituted of a control board 76. In addition, in this embodiment, the control board 76 has a function to control start, stop, and the like of the motor 40. In other words, it is possible to say that the brake hydraulic pressure control system 70 according to this embodiment includes the control board 76 for the motor 40. Besides, in this embodiment, the control board 76 also performs control over the components constituting the brake fluid hydraulic pressure control mechanism. In other words, it is also possible to say that the brake hydraulic pressure control system 70 according to this embodiment includes the control board 76 for the brake fluid hydraulic pressure control mechanism.

For example, in a normal state, the inlet valve 28, the output valve 29, the switching valve 32, and the pressure amplifying valve 33 are controlled to be de-energized by the control unit 75. When the brake lever 11 is manipulated in this state, in the first hydraulic circuit 12, the piston (not illustrated in the drawing) of the master cylinder 21 is depressed to amplify the hydraulic pressure of brake fluid inside the wheel cylinder 24, whereby the brake pad (not illustrated in the drawing) of the brake caliper 23 is pressed against the rotor 3 a of the front wheel 3 to brake the front wheel 3. Meanwhile, when the brake pedal 13 is manipulated, in the second hydraulic circuit 14, the piston (not illustrated in the drawing) of the master cylinder 21 is depressed to amplify the hydraulic pressure of brake fluid inside the wheel cylinder 24, whereby the brake pad (not illustrated in the drawing) of the brake caliper 23 is pressed against the rotor 4 a of the rear wheel 4 to brake the rear wheel 4.

Outputs from the various sensors (such as the master cylinder hydraulic pressure sensor 34, the wheel cylinder hydraulic pressure sensor 35, a wheel speed sensor, and an acceleration sensor) are input to the control unit 75. In response to such outputs, the control unit 75 outputs commands, controlling the operations of the motor 40, the valves, and the like, to execute a pressure reducing control operation, a pressure amplifying control operation, and the like.

For example, when the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the first hydraulic circuit 12 is excessive or likely to be excessive, the control unit 75 executes an operation to reduce the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the first hydraulic circuit 12. In this event, in the first hydraulic circuit 12, the control unit 75 drives the motor 40 while performing control to energize the inlet valve 28, to energize the outlet valve 29, to de-energize the switching valve 32, and to de-energize the pressure amplifying valve 33. Meanwhile, when the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the second hydraulic circuit 14 is excessive or likely to be excessive, the control unit 75 executes an operation to reduce the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the second hydraulic circuit 14. In this event, in the second hydraulic circuit 14, the control unit 75 drives the motor 40 while performing control to energize the inlet valve 28, to energize the outlet valve 29, to de-energize the switching valve 32, and to de-energize the pressure amplifying valve 33.

Thereby, the brake hydraulic pressure control system 70 is capable of executing an anti-lock braking operation of the first hydraulic circuit 12 by controlling the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the first hydraulic circuit 12. In addition, the brake hydraulic pressure control system 70 is capable of executing an anti-lock braking operation of the second hydraulic circuit 14 by controlling the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the second hydraulic circuit 14. In other words, the motor 40 which is the driving source for the pump devices 31 is driven at least at the time of decreasing the hydraulic pressures of the first hydraulic circuit 12 and the second hydraulic circuit 14. To put it another way, the pump devices 31 are configured to decrease at least the hydraulic pressures of the first hydraulic circuit 12 and the second hydraulic circuit 14.

On the other hand, for example, when the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the first hydraulic circuit 12 is deficient or likely to be deficient, the control unit 75 executes an operation to amplify the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the first hydraulic circuit 12. In this event, in the first hydraulic circuit 12, the control unit 75 drives the motor 40 while performing control to de-energize the inlet valve 28, to de-energize the outlet valve 29, to energize the switching valve 32, and to energize the pressure amplifying valve 33. Meanwhile, when the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the second hydraulic circuit 14 is deficient or likely to be deficient, the control unit 75 executes an operation to amplify the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the second hydraulic circuit 14. In this event, in the second hydraulic circuit 14, the control unit 75 drives the motor 40 while performing control to de-energize the inlet valve 28, to de-energize the outlet valve 29, to energize the switching valve 32, and to energize the pressure amplifying valve 33.

Thereby, the brake hydraulic pressure control system 70 is capable of executing an automatic pressure amplifying operation of the first hydraulic circuit 12 by controlling the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the first hydraulic circuit 12. In addition, the brake hydraulic pressure control system 70 is capable of executing an automatic pressure amplifying operation of the second hydraulic circuit 14 by controlling the hydraulic pressure of brake fluid inside the wheel cylinder 24 of the second hydraulic circuit 14.

Configuration of Brake Hydraulic Pressure Control System

In the brake hydraulic pressure control system 70, the substrate 80, the motor 40, and the control board 76 are unitized. Note that, in this embodiment, the components other than the motor 40 which are provided to the substrate 80 (such as the inlet valve 28, the outlet valve 29, the accumulator 30, the pump device 31, the switching valve 32, the pressure amplifying valve 33, the master cylinder hydraulic pressure sensor 34, and the wheel cylinder hydraulic pressure sensor 35) are also unitized with the substrate 80 and the control board 76. In the following description, the configuration of the unitized portion of the brake hydraulic pressure control system 70 is described.

FIG. 3 is a view illustrating, as seen from above, the unitized portion of the brake hydraulic pressure control system according to the embodiment of the present invention in a state where the unitized portion of the brake hydraulic pressure control system according to the embodiment of the present invention is mounted to the straddle-type vehicle, a part of which is illustrated by cross section.

The substrate 80 described above is formed of metal such as aluminum, and has the shape of a substantially rectangular solid, for example. This substrate 80 includes a first surface 80 a and a second surface 80 b. A housing 85 is connected to the first surface 80 a. In addition, the control board 76 is housed in the housing 85. The second surface 80 b is the opposite surface of the first surface 80 a. Note that, the surfaces of the substrate 80 may include a stepped portion or a curved portion.

The motor 40 is attached to the substrate 80. This motor 40 includes: a stator 41; a rotor 44; an output shaft 45; a bearing 46; a bearing 47; and a motor housing 50. A substantially cylindrical through hole is formed in the stator 41. The rotor 44 has a substantially cylindrical shape, and is disposed inside the through hole of the stator 41 so as to be rotatable with respect to the stator 41. The output shaft 45 is secured to this rotor 44. The output shaft 45 is secured to the rotor 44 in such a way that both an end part 45 a and an end part 45 b of the output shaft 45 protrude from the rotor 44.

The bearing 46 is configured to rotatably support the output shaft 45 at a position between the end part 45 a and the rotor 44. The bearing 47 is configured to rotatably support the output shaft 45 at a position between the end part 45 b and the rotor 44. The motor housing 50 constitutes the outline of the motor 40. In this embodiment, the motor housing 50 includes: a metal part 50 a which is formed of metal; and a resin part 50 b which is formed of a material containing resin. The metal part 50 a is formed by sheet metal machining, for example, while the resin part 50 b is formed by molding, for example. The stator 41 and the rotor 44 are housed in the motor housing 50. In addition, the motor housing 50 holds the bearing 46 and the bearing 47. Specifically, the bearing 46 is held by the resin part 50 b, while the bearing 47 is held by the metal part 50 a. Further, in this embodiment, the bearing 46 is held by the motor housing 50 in such a way that a part of the bearing 46 protrudes from the motor housing 50 toward the end part 45 a of the output shaft 45.

Here, existing motors include a pair of bearings (corresponding to the bearing 46 and the bearing 47 according to this embodiment) which rotatably support an output shaft. In addition, in the existing motors, the output shaft is loosely fitted to at least one of the pair of bearings with a clearance therebetween. As in the case of the existing motors, in the motor 40 according to this embodiment, when the output shaft 45 is fitted to the bearing 46 and the bearing 47, the output shaft 45 is loosely fitted to at least one of the bearing 46 and the bearing 47 with a clearance therebetween. Specifically, in this embodiment, the output shaft 45 of the motor 40 is tightly fitted to the bearing 46 with no clearance therebetween, and is loosely fitted to the bearing 47 with a clearance therebetween.

The motor 40 according to this embodiment is a brushless motor. By using a brushless motor as the motor 40, it is possible to make the brake hydraulic pressure control system 70 longer lasting as compared to the case of using a brushed motor as the motor 40. Note that, a brushed motor may naturally be used as the motor 40 instead. In this embodiment, since the motor 40 is a brushless motor, the stator 41 includes a coil 42. In addition, the coil 42 is connected to the control board 76 with wires, terminals, or the like (not illustrated in the drawing). When power is supplied to the coil 42 from the control board 76, electric current flows through the coil 42, whereby a magnetic field is generated. The action of this magnetic field on the rotor 44 makes the rotor 44 and the output shaft 45 rotate about a rotational axis 45 c. Then, the rotation of the rotor 44 and the output shaft 45 drives the pump device 31 in the following way.

The pump device 31 includes a piston 31 a which is configured to perform a translatory reciprocating movement. In addition, an eccentric body 48 which is configured to bear an end part of the piston 31 a is attached to the output shaft 45 of the motor 40 in a region between a portion of the output shaft supported by the bearing 46 and the end part 45 a. The central axis of the eccentric body 48 is eccentric with respect to the rotational axis 45 c. Thereby, when the eccentric body 48 rotates together with the rotor 44 and the output shaft 45, the piston 31 a of the pump device 31 that is pressed against the outer circumferential surface of the eccentric body 48 performs a reciprocating movement, whereby brake fluid is conveyed from the inlet side toward the outlet side of the pump device 31.

Note that, the motor 40 may have a configuration other than the configuration described above. For example, the motor 40 may have such a configuration that the motor includes multiple gears such as planetary gears, and the output shaft 45 and the eccentric body 48 are connected to each other via these gears. Alternatively, for example, the motor 40 may include a cover, which covers the configuration of the motor 40, at a position outside the motor housing 50.

Here, in existing brake hydraulic pressure control systems, a motor which is a driving source of a pump device is attached to a second surface of a substrate. In other words, in the existing brake hydraulic pressure control systems, the motor which is a driving source of the pump device is provided outside the substrate and housing. On the other hand, in the brake hydraulic pressure control system 70 according to this embodiment, the motor 40 is attached to the first surface 80 a of the substrate 80. Thereby, in a state in which the housing 85 is connected to the substrate 80, the motor 40 is disposed in a space surrounded by the substrate 80 and the housing 85. By installing the motor 40 in this manner, it is possible to reduce the size of the brake hydraulic pressure control system 70 as compared to the existing brake hydraulic pressure control systems. Note that, the motor 40 may be attached to the second surface 80 b of the substrate 80 as in the case of existing ones.

In addition, in this embodiment, a region of the output shaft 45 between the portion where the eccentric body 48 is attached and the end part 45 a is free. To put it another way, the region of the output shaft 45 between the portion where the eccentric body 48 is attached and the end part 45 a is not supported by any bearing. Thereby, it is not necessary to prepare a space for installing such a bearing in the substrate 80, whereby the brake hydraulic pressure control system 70 can be further reduced in size.

Further, in the existing brake hydraulic pressure control systems, the motor is secured to the substrate by being fastened thereto with bolts. Specifically, in the existing brake hydraulic pressure control systems, multiple through holes are formed in a flange part of the motor, and the bolts are inserted into the respective through holes. Meanwhile, in the existing brake hydraulic pressure control systems, multiple female screw parts are formed in the substrate. Thus, in the existing brake hydraulic pressure control systems, the motor is secured to the substrate in such a way that the bolts inserted in the through holes of the flange part of the motor are respectively screwed into the female screw parts of the substrate and thereby the flange part of the motor is pinched between the heads of the bolts and the substrate.

In the brake hydraulic pressure control system 70 according to this embodiment, the motor 40 may also be secured to the substrate 80 by fastening with bolts as in the case of the existing systems. However, in this embodiment, the motor 40 is secured to the substrate 80 by so-called crimping. Here, the direction of the rotational axis 45 c of the output shaft 45 is assumed as the direction of thrust. A portion where the motor 40 is secured to the substrate 80 by crimping mainly bears a load in the direction of thrust. Specifically, the motor housing 50 of the motor 40 includes a flange 51 which protrudes outward. More specifically, the metal part 50 a of the motor housing 50 includes the flange 51 which protrudes outward. A concave part 81 into which the flange 51 is inserted is formed in the substrate 80. Note that, a bottom part 83 of the concave part 81 may include a stepped portion or a curved portion. As described above, in this embodiment, the motor 40 is disposed in the space surrounded by the substrate 80 and the housing 85. Thus, the concave part 81 is open toward the housing 85. In addition, a plastic deformation part 82 is formed in the inner circumferential surface of the concave part 81. The plastic deformation part 82 according to this embodiment is a stepped part such that the inner circumferential surface of the concave part 81 is shifted in a direction away from the outer circumferential surface of the motor 40. For example, the plastic deformation part 82 is disposed in the inner circumferential surface of the concave part 81 at a pitch of 90 degrees.

When the motor 40 is secured to the substrate 80, the flange 51 of the motor housing 50 is inserted into the concave part 81 so that the eccentric body 48 attached to the output shaft 45 is located inside the substrate 80. Moreover, the flange 51 of the motor housing 50 is inserted into the concave part 81 until the flange is brought into contact with the bottom part 83 of the concave part 81. In this state, a jig is inserted into a space of the plastic deformation part 82 of the concave part 81 on the first surface 80 a side, and the plastic deformation part 82 is plastic deformed by application of pressure. In this way, the motor 40 is secured to the substrate 80 in such a way that the flange 51 of the motor housing 50 is pinched between the plastic deformation part 82, formed in the inner circumferential surface of the concave part 81, and the bottom part 83 of the concave part 81. By securing the motor 40 to the substrate 80 by crimping in this manner, it is not necessary to prepare bolts for securing the motor 40, and also not necessary to form female screw parts, into which the bolts are screwed, in the substrate 80. Accordingly, the brake hydraulic pressure control system 70 can be further reduced in size.

In the meantime, in the case of using a brushless motor, a detection mechanism which is configured to detect the rotation state of an output shaft of the brushless motor is heretofore provided. The brake hydraulic pressure control system 70 according to this embodiment also includes a detection mechanism 60 for detecting the rotation state of the output shaft 45 of the motor 40 which is a brushless motor. Specifically, in this embodiment, the detection mechanism 60 is used to detect the rotation position and the rotation speed of the output shaft 45 as the rotation state of the output shaft 45.

The detection mechanism 60 includes: a rotation element 61 which is configured to rotate together with the output shaft 45; and a sensor 62 which is configured to detect the rotation position of the rotation element 61. Various rotation elements having been used in existing detection mechanisms can be used as the rotation element 61. Likewise, various sensors having been used in existing detection mechanisms can be used as the sensor 62. For example, a permanent magnet can be used as the rotation element 61. In this case, a sensor using a Hall element can be used as the sensor 62, for example. Alternatively, for example, a disc having a through hole formed therein or a disc to which a reflector plate is mounted can be used as the rotation element 61. In this case, a sensor using a light emitting element and a light receiving element can be used as the sensor 62, for example.

In order for the detection mechanism 60 to accurately detect the rotation state of the output shaft 45, what is important is the positional accuracy at the time of installing the motor 40 in the space surrounded by the substrate 80 and the housing 85. Here, the installation space for the motor 40 is limited in the space surrounded by the substrate 80 and the housing 85. To deal with this, in this embodiment, the motor 40 is disposed in the space surrounded by the substrate 80 and the housing 85 in the following way.

A concave part 84 which is open toward the housing 85 is formed in the substrate 80. In this embodiment, the concave part 84 is formed in the bottom part 83 of the concave part 81. In addition, the bearing 46 of the motor 40 is inserted into the concave part 84. Specifically, as described above, the bearing 46 is held by the motor housing 50 in such a way that a part of the bearing 46 protrudes from the motor housing 50 toward the end part 45 a of the output shaft 45, and the part of the bearing 46 protruding from the motor housing 50 is inserted into the concave part 84. The bearing 46 which is configured to rotatably support the output shaft 45 is originally a member included in the motor 40. In other words, the brake hydraulic pressure control system 70 according to this embodiment positions the motor 40 using the bearing 46 originally included in the motor 40. Accordingly, in the brake hydraulic pressure control system 70 according to this embodiment, it is possible to improve the positional accuracy of the motor 40 even in the case of installing the motor 40 in the space surrounded by the substrate 80 and the housing 85.

Further, in this embodiment, the bearing 46 is fitted into the concave part 84. With such a configuration, it is possible to further improve the positional accuracy of the motor 40. In addition, such a configuration can also bring about the following effect. When the pump device 31 is driven, a load from the piston 31 a of the pump device 31 acts on the output shaft 45 of the motor 40 which is a driving source of the pump device 31 via the eccentric body 48. Since the bearing 46 is fitted into the concave part 84, a region between the bearing 46 and the concave part 84 can also bear this load in addition to the portion where the motor 40 is secured to the substrate 80 by crimping. Accordingly, since the bearing 46 is fitted into the concave part 84, it is possible to improve the reliability of the brake hydraulic pressure control system 70. In addition, in this embodiment, the bearing 46 is loosely fitted into the concave part 84 with a clearance therebetween. With such a configuration, it is possible to fit the bearing 46 into the concave part 84 easily, and thus reduce the number of man-hours for assembling the brake hydraulic pressure control system 70.

Note that, the output shaft 45 of the motor 40 may be tightly fitted to the bearing 47 with no clearance therebetween as well as being tightly fitted to the bearing 46 with no clearance therebetween. Thereby, it is possible to inhibit the runout of the output shaft 45 from occurring when a load acts on the output shaft 45 at the time of driving the pump device 31. In other words, the runout of the rotation element 61 that rotates together with the output shaft 45 is also inhibited. Accordingly, it is possible to detect the rotation state of the output shaft 45 further accurately.

In addition, in this embodiment, the rotation element 61 is located between the output shaft 45 and the control board 76. Specifically, in this embodiment, the rotation element 61 is attached to the end part 45 b of the output shaft 45. Since the rotation element 61 is located between the output shaft 45 and the control board 76, it is possible to mount the sensor 62 to the control board 76. This makes it unnecessary to provide an additional control board other than the control board 76 for mounting the sensor 62 thereto, whereby the brake hydraulic pressure control system 70 can be further reduced in size.

In the meantime, those skilled in the art having known the brake hydraulic pressure control system 70 according to this embodiment might be concerned about an excessive temperature increase of the coil 42 of the motor 40 by the installation of the motor 40 in the space surrounded by the substrate 80 and the housing 85. However, the brake hydraulic pressure control system 70 according to this embodiment can suppress a temperature increase of the coil 42 of the motor 40. Specifically, as described above, the stator 41 of the motor 40 includes the coil 42. In addition, the stator 41 of the brake hydraulic pressure control system 70 according to this embodiment includes a mold part 43 which covers the coil 42 with a mold member. Further, this mold part 43 is in contact with the motor housing 50. In this embodiment, the mold part 43 is in contact with both the metal part 50 a and the resin part 50 b of the motor housing 50. The motor housing 50 is surely in contact with some sort of object other than the mold part 43. For this reason, in the brake hydraulic pressure control system 70 according to this embodiment, heat generated by the coil 42 is transmitted to the object, which is in contact with the motor housing 50, by way of the mold part 43 and the motor housing 50.

The coil 42 has a substantially circular shape in cross section. For this reason, in the case of not including the mold part 43, even if the outer circumferential surface of the coil 42 and the motor housing 50 are in contact with each other, the area of contact between the coil 42 and the motor housing 50 is small. Specifically, when the cross section of the coil 42 is observed, the coil 42 having a substantially circular shape in cross section and the motor housing 50 are in point contact with each other. For this reason, in the case of not including the mold part 43, even if the outer circumferential surface of the coil 42 and the motor housing 50 are in contact with each other, the amount of heat transmitted from the coil 42 to the motor housing 50 is small. On the other hand, in the case of including the mold part 43, the mold part 43 can be in contact with a larger area of the outer circumferential surface of the coil 42. In addition, the mold part 43 can be in contact with a larger area of the motor housing 50 than the area of contact in the case where the coil 42 and the motor housing 50 are in direct contact with each other.

For this reason, by including the mold part 43, it is possible to increase the amount of heat transmitted from the coil 42 to the motor housing 50 as compared to the case where the coil 42 and the motor housing 50 are in direct contact with each other. Thus, by including the mold part 43, it is possible to transmit heat generated by the coil 42 sufficiently to the object, which is in contact with the motor housing 50, by way of the mold part 43 and the motor housing 50. Accordingly, by including the mold part 43, it is possible to discharge heat generated by the coil 42 to outside the space surrounded by the substrate 80 and the housing 85, and thereby suppress a temperature increase of the coil 42 of the motor 40.

Note that, a specific kind of the mold member of the mold part 43 is not particularly limited. For example, a material such as glass or metal can be used as the mold member. Alternatively, a material containing resin may also be used as the mold member, for example. In this embodiment, resin containing glass fiber is used as the mold member of the mold part 43. Molding of the mold part 43 becomes easier by using a material containing resin as the mold member of the mold part 43. Note that, in this embodiment, the mold part 43 and the resin part 50 b of the motor housing 50 are molded into one unit.

Here, in this embodiment, the motor housing 50 is in contact with the substrate 80. The substrate 80 is a component relatively large in size among the components constituting the brake hydraulic pressure control system 70. In addition, the substrate 80 is made of metal. Thus, since the motor housing 50 is in contact with the substrate 80, it becomes easier to discharge heat generated by the coil 42 to outside the space surrounded by the substrate 80 and the housing 85, whereby a temperature increase of the coil 42 of the motor 40 can be further suppressed.

Further, in this embodiment, as described above, the bearing 46 held by the motor housing 50 is in contact with the substrate 80. For this reason, in the brake hydraulic pressure control system 70 according to this embodiment, heat generated by the coil 42 can be transmitted to the substrate 80 also by way of a path passing through the mold part 43, the motor housing 50, and the bearing 46. Accordingly, the brake hydraulic pressure control system 70 according to this embodiment can further suppress a temperature increase of the coil 42 of the motor 40.

In the meantime, the brake hydraulic pressure control system 70 according to this embodiment includes at least one plate spring 90. The brake hydraulic pressure control system 70 according to this embodiment grounds the control board 76 using the plate spring 90 to suppress the electrostatic charging of the control board 76. Hereinbelow, the configuration of the plate spring 90 and therearound is described using FIG. 3 and FIGS. 4 and 5 to be described later.

FIG. 4 is an enlarged view of a portion A of FIG. 3 . Meanwhile, FIG. 5 is a view as seen in the direction of the arrow B in FIG. 4 . In other words, FIG. 4 is a view illustrating, as seen from above, the plate spring 90 and therearound in the unitized portion of the brake hydraulic pressure control system 70 in a state where the unitized portion of the brake hydraulic pressure control system 70 is mounted to the straddle-type vehicle 100. Meanwhile, FIG. 5 is a view illustrating, as seen in the transverse direction, the plate spring 90 and therearound in the unitized portion of the brake hydraulic pressure control system 70 in a state where the unitized portion of the brake hydraulic pressure control system 70 is mounted to the straddle-type vehicle 100.

The plate spring 90 is made of metal. Note that, the material of the plate spring 90 is not limited to metal as long as it is conductive, and may be a material such as fiber-reinforced resin. Here, the brake hydraulic pressure control system 70 includes a component which is disposed in the space surrounded by the substrate 80 and the housing 85 and is electrically connected to the substrate 80. Hereinbelow, the component which is disposed in the space surrounded by the substrate 80 and the housing 85 and is electrically connected to the substrate 80 is referred to as an electrically connected component. When the electrically connected component is defined in the above manner, the plate spring 90 is provided between the control board 76 and the electrically connected component. Note that, examples of the electrically connected component include pistons of the inlet valve 28, the outlet valve 29, the switching valve 32, and the pressure amplifying valve 33. In addition, another example of the electrically connected component is the motor housing 50. In this embodiment, the plate spring 90 is provided between the control board 76 and the motor housing 50. Hereinbelow, the detailed configuration of the plate spring 90 is described using the motor housing 50 as an example of the electrically connected component.

The plate spring 90 is expandable and contractable in a direction in which the control board 76 and the motor housing 50 are opposed to each other. In addition, the free length of the plate spring 90 is longer than the distance between the control board 76 and the motor housing 50. To put it differently, the plate spring 90 is compressed between the control board 76 and the motor housing 50. Besides, an end part 93 of the plate spring 90 is connected to the control board 76, whereas an end part 94 of the plate spring 90 is connected to the motor housing 50. Specifically, in this embodiment, the end part 94 of the plate spring 90 is connected to the metal part 50 a of the motor housing 50.

Concretely, the end part 93 of the plate spring 90 is electrically connected to the control board 76. In addition, since soldered to the control board 76, the end part 93 of the plate spring 90 is connected to the control board 76 also mechanically. Note that, the state where the end part 93 of the plate spring 90 is connected to the control board 76 includes not only a state where the end part 93 of the plate spring 90 is directly connected to the control board 76 but also a state where the end part 93 of the plate spring 90 is indirectly connected to the control board 76. For example, in order to allow the end part 93 of the plate spring 90 and the control board 76 to be electrically connected to each other reliably for a long period of time, it is conceivable to provide a member formed of a material not easily oxidized, such as silver, between the end part 93 of the plate spring 90 and the control board 76. In this case, in this embodiment, the end part 93 of the plate spring 90 is also referred to as being connected to the control board 76.

In addition, the end part 94 of the plate spring 90 is electrically connected to the motor housing 50. Note that, the state where the end part 94 of the plate spring 90 is connected to the motor housing 50 includes not only a state where the end part 94 of the plate spring 90 is directly connected to the motor housing 50 but also a state where the end part 94 of the plate spring 90 is indirectly connected to the motor housing 50. For example, in order to allow the end part 94 of the plate spring 90 and the motor housing 50 to be electrically connected to each other reliably for a long period of time, it is conceivable to provide a member formed of a material not easily oxidized, such as silver, between the end part 94 of the plate spring 90 and the motor housing 50. In this case, in this embodiment, the end part 94 of the plate spring 90 is also referred to as being connected to the motor housing 50.

In other words, in the brake hydraulic pressure control system 70 according to this embodiment, the control board 76 is electrically connected to the substrate 80 via the plate spring 90 and the motor housing 50. This enables the brake hydraulic pressure control system 70 according to this embodiment to ground the control board 76, and thereby suppress the electrostatic charging of the control board 76.

Here, some of existing brake hydraulic pressure control systems proposed ground the control board with a coil spring made of metal provided between the control board and the electrically connected component. In this respect, the coil spring is susceptible to deform under vibration in a direction perpendicular to a direction in which the coil spring expands and contracts. The direction in which the coil spring expands and contracts indicates the direction in which the control board and the electrically connected component are opposed to each other. If the coil spring is deformed in the direction perpendicular to the direction in which the coil spring expands and contracts, it results in a state where the coil becomes no longer in contact with at least one of the control board and the electrically connected component, and thus grounding of the control board is no longer available. To deal with this, in the existing brake hydraulic pressure control systems, a through hole is formed in a member disposed between the control board and the electrically connected component, and the coil spring is inserted into this through hole. Thereby, the coil spring is held by an inner wall of the through hole. Thus, even when the brake hydraulic pressure control system vibrates, it is possible to inhibit the coil spring from being deformed in the direction perpendicular to the direction in which the coil expands and contracts.

Accordingly, in the existing brake hydraulic pressure control systems which ground the control board using the coil spring, the through hole into which to insert the coil spring needs to be formed in the member disposed between the control board and the electrically connected component. Because this through hole needs to hold the coil spring with its inner wall, high positional accuracy and dimensional accuracy are required at the time of machining the through hole. For this reason, in the existing brake hydraulic pressure control systems which ground the control board using the coil spring, the manufacturing cost of a component having the member disposed between the control board and the electrically connected component inevitably increases, which results in an increase of the manufacturing cost of the brake hydraulic pressure control system.

On the other hand, the plate spring 90 is less susceptible to deform in the direction perpendicular to the direction in which the plate spring 90 expands and contracts as compared to the coil spring. Hence, in the brake hydraulic pressure control system 70 according to this embodiment, it is not necessary to insert the plate spring 90 into a through hole, formed in a member disposed between the control board 76 and the motor housing 50, for the purpose of inhibiting the plate spring 90 from being deformed in the direction perpendicular to the direction in which the plate spring 90 expands and contracts. In other words, in the brake hydraulic pressure control system 70 according to this embodiment, it is not necessary to form the through hole in the member disposed between the control board 76 and the motor housing 50. In addition, even when the brake hydraulic pressure control system 70 according to this embodiment has such a configuration that the plate spring 90 is inserted in to the through hole formed in the member disposed between the control board 76 and the motor housing 50, it is not necessary to cause the through hole to hold the plate spring 90 with its inner wall. For this reason, even when the brake hydraulic pressure control system 70 according to this embodiment has such a configuration that the plate spring 90 is inserted in to the through hole formed in the member disposed between the control board 76 and the motor housing 50, positional accuracy and dimensional accuracy at the time of machining the through hole may be lower than those of the existing through hole for holding the coil spring. To put it another way, in the brake hydraulic pressure control system 70 according to this embodiment, it is possible to reduce the manufacturing cost of the component having the member disposed between the control board 76 and the motor housing 50 as compared to the existing brake hydraulic pressure control systems which ground the control board using the coil spring. Accordingly, the brake hydraulic pressure control system 70 according to this embodiment makes it possible to suppress an increase of the manufacturing cost as compared to the existing brake hydraulic pressure control systems which ground the control board using the coil spring.

In addition, in this embodiment, as described above, the motor housing 50 is used as the electrically connected component. In order for the plate spring 90 and the electrically connected component to be electrically connected to each other stably, it is preferable to make flat a portion of the electrically connected component with which the end part 94 of the plate spring 90 is in contact. In the case of the motor housing 50, since the portion with which the end part 94 of the plate spring 90 is in contact can be easily formed flat, the control board 76 can be grounded more stably.

Further, in this embodiment, the plate spring 90 includes, in its end part 93, a planar part 96 which is in contact with the control board 76. Due to the planar part 96, the area of contact between the plate spring 90 and the control board 76 is increased, whereby the control board 76 can be grounded more stably. Moreover, in this embodiment, the plate spring 90 includes, in its end part 94, a planar part 97 which is in contact with the motor housing 50. Due to the planar part 97, the area of contact between the plate spring 90 and the motor housing 50 is increased, whereby the control board 76 can be grounded more stably.

Note that, as seen in the width direction of the plate spring 90, the plate spring 90 can have various shapes such as an arc shape. Note that, the width direction of the plate spring 90 indicates the width direction of a plate member for forming the plate spring 90. The width direction of the plate spring 90 is a direction orthogonal to the paper surface of FIG. 4 , and is a lateral direction with respect to the paper surface of FIG. 5 . Here, the plate spring 90 according to this embodiment has the following shape. The plate spring 90 includes, at at least one position of a portion between the end part 93 and the end part 94, a bend part 95 which bends in the thickness direction of the plate spring 90. Note that, the thickness direction of the plate spring 90 indicates the thickness direction of the plate member for forming the plate spring 90. To put it differently, when the plate spring 90 includes one bend part 95, the plate spring 90 substantially has the shape of a V as seen in the width direction of the plate spring 90. Meanwhile, when the plate spring 90 includes multiple bend parts 95, the plate spring 90 has a zigzag shape as seen in the width direction of the plate spring 90. By forming the plate spring 90 in such shapes, the plate spring 90 can be formed easily.

In addition, in this embodiment, the plate spring 90 includes a first plate spring 91 and a second plate spring 92. Further, the bend part 95 of the first plate spring 91 and that of the second plate spring 92 bend in opposite directions from each other. When how the plate spring 90 is deformed in the direction perpendicular to the direction in which the plate spring 90 expands and contracts is observed at the time when the brake hydraulic pressure control system 70 vibrates, the plate spring 90 is more likely to deform in the direction perpendicular to the width direction of the plate spring 90 than in the width direction of the plate spring 90. The direction perpendicular to the width direction of the plate spring 90 is a lateral direction with respect to the paper surface of FIG. 4 . Besides, when the brake hydraulic pressure control system 70 vibrates, the likelihood of deformation of the plate spring 90 in the left direction with respect to the paper surface of FIG. 4 and the likelihood of deformation of the plate spring 90 in the right direction with respect to the paper surface of FIG. 4 vary depending on the direction of bend of the bend part 95. Thus, in this embodiment, the bend part 95 of the first plate spring 91 and that of the second plate spring 92 bend in opposite directions from each other. By forming the first plate spring 91 and the second plate spring 92 in this manner, in the lateral direction with respect to the paper surface of FIG. 4 , these plate springs are likely to bend in opposite directions from each other. As a result, by forming the first plate spring 91 and the second plate spring 92 in this manner, the first plate spring 91 and the second plate spring 92 as a whole become less likely to deform in both directions in the lateral direction with respect to the paper surface of FIG. 4 . Accordingly, by forming the first plate spring 91 and the second plate spring 92 in this manner, the control board 76 can be grounded more stably. Note that, in this embodiment, the planar part 96 of the first plate spring 91 and the planar part 96 of the second plate spring 92 are formed in one unit, and the planar part 97 of the first plate spring 91 and the planar part 97 of the second plate spring 92 are formed in one unit.

Here, in this embodiment, the state where the bend part 95 of the first plate spring 91 and that of the second plate spring 92 bend in opposite directions from each other does not mean that the bend part 95 of the first plate spring 91 and that of the second plate spring 92 bend in exactly opposite directions from each other. Specifically, the second plate spring 92 in this embodiment takes such a posture that the first plate spring 91 is rotated by 180 degrees while a virtual line, extending in the direction in which the control board 76 and the motor housing 50 are opposed to each other, is used as the reference of rotation. While not limited thereto, the second plate spring 92 may take such a posture that the first plate spring 91 is rotated by less than 180 degrees while the virtual line, extending in the direction in which the control board 76 and the motor housing 50 are opposed to each other, is used as the reference of rotation. In this respect, the second plate spring 92 may take any posture as long as it takes such a posture that the first plate spring 91 is rotated by more than 90 degrees while the virtual line, extending in the direction in which the control board 76 and the motor housing 50 are opposed to each other, is used as the reference of rotation. Even when the second plate spring 92 takes the above posture, in this embodiment, such a posture is also referred to as the state where the bend part 95 of the first plate spring 91 and that of the second plate spring 92 bend in opposite directions from each other.

In addition, as illustrated in FIG. 5 , when the first plate spring 91 and the second plate spring 92 are observed in the direction perpendicular to the width direction of the first plate spring 91, in this embodiment, the first plate spring 91 and the second plate spring 92 are arranged so as not to overlap with each other. While not limited thereto, when the first plate spring 91 and the second plate spring 92 are observed in the direction perpendicular to the width direction of the first plate spring 91, the first plate spring 91 and the second plate spring 92 may overlap with each other. Besides, as illustrated in FIG. 4 , when the first plate spring 91 and the second plate spring 92 are observed in the width direction of the first plate spring 91, in this embodiment, the first plate spring 91 and the second plate spring 92 are arranged so as to overlap with each other. While not limited thereto, when the first plate spring 91 and the second plate spring 92 are observed in the width direction of the first plate spring 91, the first plate spring 91 and the second plate spring 92 do not necessarily have to overlap with each other.

Here, the brake hydraulic pressure control system 70 according to this embodiment is mounted to the straddle-type vehicle 100 while the plate spring 90 takes a posture as illustrated in FIGS. 3 to 5 . Specifically, when the brake hydraulic pressure control system 70 is mounted to the straddle-type vehicle 100, the plate spring 90 takes such a posture that the width direction of the plate spring 90 does not extend horizontally. More specifically, in this embodiment, when the brake hydraulic pressure control system 70 is mounted to the straddle-type vehicle 100, the plate spring 90 takes such a posture that the width direction of the plate spring 90 extends in a vertical direction.

The straddle-type vehicle 100 is likely to vibrate in the vertical direction during traveling. Meanwhile, as described previously, the plate spring 90 in which the bend part 95 is formed is likely to deform in the direction perpendicular to the width direction of the plate spring 90. For this reason, by setting the brake hydraulic pressure control system 70 in such a posture that the width direction of the plate spring 90 does not extend horizontally when the system is mounted to the straddle-type vehicle 100, the direction in which the plate spring 90 is likely to deform becomes different from the vertical direction in which the straddle-type vehicle 100 is likely to vibrate greatly during traveling. Accordingly, by setting the brake hydraulic pressure control system 70 in such a posture that the width direction of the plate spring 90 does not extend horizontally when the system is mounted to the straddle-type vehicle 100, it is possible to further inhibit the plate spring 90 from becoming not in contact with the motor housing 50, whereby the control board 76 can be grounded more stably.

Modification Example

Among the existing brake hydraulic pressure control systems, a pumpless-type brake hydraulic pressure control system not equipped with a pump device is also proposed in addition to a brake hydraulic pressure control system equipped with a pump device. In the pumpless-type brake hydraulic pressure control system, during an anti-lock braking operation, brake fluid flows from the wheel cylinder to the accumulator and is stored in the accumulator. In the pumpless-type brake hydraulic pressure control system, when the pressure of brake fluid inside the master cylinder becomes lower than the pressure of brake fluid stored in the accumulator, brake fluid stored in the accumulator is returned back to the master cylinder in a boost-less manner (i.e. pumpless-type). It is also possible to provide the plate spring 90 according to this embodiment to the pump-less type brake hydraulic pressure control system described above, and electrically connect the control board and the electrically connected component with the plate spring 90. Thereby, the pumpless-type brake hydraulic pressure control system can also achieve the above effect achieved by the plate spring 90.

Effect of Brake Hydraulic Pressure Control System

The effect of the brake hydraulic pressure control system 70 according to this embodiment is described.

The brake hydraulic pressure control system 70 according to this embodiment includes: the metallic substrate 80 in which the flow channel for brake fluid is formed; the control board 76 of the hydraulic pressure control mechanism for brake fluid provided in the flow channel for brake fluid; and the housing 85 which houses therein the control board 76 and is connected to the substrate 80. In addition, the brake hydraulic pressure control system 70 includes at least one conductive plate spring 90. The plate spring 90 is provided between the control board 76 and the electrically connected component. The free length of the plate spring 90 is longer than the distance between the control board 76 and the electrically connected component. In addition, the end part 93 of the plate spring 90 which is a first end part is connected to the control board 76, whereas the end part 94 thereof which is a second end part is connected to the electrically connected component.

The brake hydraulic pressure control system 70 having the above configuration can ground the control board 76 using the plate spring 90, and thereby suppress the electrostatic charging of the control board 76. In addition, in the brake hydraulic pressure control system 70 having the above configuration, it is not necessary to form the through hole, into which to insert the plate spring 90, in the member disposed between the control board 76 and the electrically connected component. Further, even when the brake hydraulic pressure control system 70 having the above configuration has such a configuration that the plate spring 90 is inserted in the through hole formed in the member disposed between the control board 76 and the electrically connected component, it is not necessary to cause the through hole to hold the plate spring 90 with its inner wall. For this reason, even when the brake hydraulic pressure control system 70 having the above configuration has such a configuration that the plate spring 90 is inserted in the through hole formed in the member disposed between the control board 76 and the electrically connected component, positional accuracy and dimensional accuracy at the time of machining the through hole may be lower than those of the existing through hole for holding the coil spring. To put it another way, in the brake hydraulic pressure control system 70 having the above configuration, it is possible to reduce the manufacturing cost of the component having the member disposed between the control board 76 and the electrically connected component as compared to the existing brake hydraulic pressure control systems which ground the control board using the coil spring. Accordingly, the brake hydraulic pressure control system 70 having the above configuration makes it possible to suppress an increase of the manufacturing cost as compared to the existing brake hydraulic pressure control systems which ground the control board using the coil spring.

It is preferable that the hydraulic pressure control mechanism includes: the pump device 31 which is provided to the sub-flow channel 26; and the motor 40 which is the driving source for the pump device 31. The motor 40 is disposed in the space surrounded by the substrate 80 and the housing 85. In addition, the motor 40 includes: the stator 41; the rotor 44; and the motor housing 85 which houses therein the rotor 44 and the stator 41, and the motor housing 50 constitutes the electrically connected component. With such a configuration, since the portion with which the end part 94 of the plate spring 90 is in contact can be easily formed flat, the control board 76 can be grounded more stably.

It is preferable that the plate spring 90 includes, at at least one position of a portion between the end part 93 and the end part 94, the bend part 95 which bends in the thickness direction of the plate spring 90. By forming the plate spring 90 in such shapes, the plate spring 90 can be formed easily.

It is preferable that the brake hydraulic pressure control system 70 includes the first plate spring 91 and the second plate spring 92 as the plate spring 90. Further, the bend part 95 of the first plate spring 91 and that of the second plate spring 92 bend in opposite directions from each other. By forming the first plate spring 91 and the second plate spring 92 in this manner, these plate springs as a whole become less likely to deform in the direction perpendicular to the direction in which the plate spring 90 expands and contracts. Accordingly, by forming these plate springs in this manner, the control board 76 can be grounded more stably.

It is preferable that the brake hydraulic pressure control system 70 is mounted to the straddle-type vehicle 100 in such a posture that the width direction of the plate spring 90 does not extend horizontally. With such a configuration, it is possible to further inhibit the plate spring 90 from becoming not in contact with the electrically connected component when the straddle-type vehicle 100 vibrates, whereby the control board 76 can be grounded more stably.

It is preferable that the plate spring 90 includes, in its end part 93, the planar part 97 which is in contact with the electrically connected component. With such a configuration, the area of contact between the plate spring 90 and the electrically connected component is increased, whereby the control board 76 can be grounded more stably.

Hereinabove, one example of the brake hydraulic pressure control system and the straddle-type vehicle according to the present invention has been described in the embodiment; however, the brake hydraulic pressure control system and the straddle-type vehicle according to the present invention are not limited to those described in the embodiment. For example, the brake hydraulic pressure control system and the straddle-type vehicle according to the present invention may be constituted by combining all or part of the configurations of the embodiment.

REFERENCE SIGNS LIST

1: Trunk

2: Handlebar

3: Front wheel

3 a: Rotor

4: Rear wheel

4 a: Rotor

10: Brake system

11: Brake lever

12: First hydraulic circuit

13: Brake pedal

14: Second hydraulic circuit

21: Master cylinder

22: Reservoir

23: Brake caliper

24: Wheel cylinder

25: Main flow channel

25 a: Main flow channel midstream part

26: Sub-flow channel

26 a: Sub-flow channel midstream part

27: Pressure amplifying flow channel

28: Inlet valve

29: Outlet valve

30: Accumulator

31: Pump device

31 a: Piston

32: Switching valve

33: Pressure amplifying valve

34: Master cylinder hydraulic pressure sensor

35: Wheel cylinder hydraulic pressure sensor

40: Motor

41: Stator

42: Coil

43: Mold part

44: Rotor

45: Output shaft

45 a: End part

45 b: End part

45 c: Rotational axis

46: Bearing

47: Bearing

48: Eccentric body

50: Motor housing

50 a: Metal part

50 b: Resin part

51: Flange

60: Detection mechanism

61: Rotation element

62: Sensor

70: Brake hydraulic pressure control system

75: Control unit

76: Control board

80: Substrate

80 a: First surface

80 b: Second surface

81: Concave part

82: Plastic deformation part

83: Bottom part

84: Concave part

85: Housing

90: Plate spring

91: First plate spring

92: Second plate spring

93: End part

94: End part

95: Bend part

96: Planar part

97: Planar part

100: Straddle-type vehicle

MP: Master cylinder port

WP: Wheel cylinder port 

1. A brake hydraulic pressure control system (70) for a straddle-type vehicle (100), the control system (70) comprising: a metallic substrate (80) in which a flow channel for brake fluid is formed; a control board (76) of a hydraulic pressure control mechanism for the brake fluid provided in the flow channel; and a housing (85) which houses therein the control board (76) and is connected to the substrate (80); and at least one conductive plate spring (90) between the control board (76) and a component that is disposed in a space surrounded by the substrate (80) and the housing (85) and that is electrically connected to the substrate (80), wherein a free length of the plate spring (90) is longer than a distance between the control board (76) and the component, and wherein the plate spring (90) has a first end part (93) connected to the control board (76) and a second end part (94) connected to the component.
 2. The brake hydraulic pressure control system (70) according to claim 1, wherein the hydraulic pressure control mechanism includes: a pump device (31) in the flow channel; and a motor (40) which is a driving source for the pump device (31), the motor (40) is disposed in the space surrounded by the substrate (80) and the housing (85), the motor (40) includes: a rotor (44); a stator (41); and a motor housing (50) which houses therein the rotor (44) and the stator (41), and the motor housing (50) is the component.
 3. The brake hydraulic pressure control system (70) according to claim 1, wherein the plate spring (90) includes, at at least one position of a portion between the first end part (93) and the second end part (94), a bend part (95) which bends in a thickness direction of the plate spring (90).
 4. The brake hydraulic pressure control system (70) according to claim 3, wherein the at least one conductive plate spring (90) includes a first plate spring (91) and a second plate spring (92), and the bend part (95) of the first plate spring (91) and the bend part (95) of the second plate spring (92) bend in opposite directions from each other.
 5. The brake hydraulic pressure control system (70) according to claim 3, wherein the brake hydraulic pressure control system is mounted to the straddle-type vehicle (100) in such a posture that a width direction of the plate spring (90) does not extend horizontally.
 6. The brake hydraulic pressure control system (70) according to claim 1, wherein the plate spring (90) includes, in the second end part (94), a planar part (97) which is in contact with the component.
 7. A straddle-type vehicle (100) comprising the brake hydraulic pressure control system (70) according to claim
 1. 8. The brake hydraulic pressure control system (70) according to claim 2, wherein the plate spring (90) includes, at at least one position of a portion between the first end part (93) and the second end part (94), a bend part (95) which bends in a thickness direction of the plate spring (90).
 9. The brake hydraulic pressure control system (70) according to claim 8, wherein the at least one conductive plate spring (90) includes a first plate spring (91) and a second plate spring (92), and the bend part (95) of the first plate spring (91) and the bend part (95) of the second plate spring (92) bend in opposite directions from each other.
 10. The brake hydraulic pressure control system (70) according to claim 9, wherein the brake hydraulic pressure control system is mounted to the straddle-type vehicle (100) in such a posture that a width direction of the plate spring (90) does not extend horizontally.
 11. The brake hydraulic pressure control system (70) according to claim 10, wherein the plate spring (90) includes, in the second end part (94), a planar part (97) which is in contact with the component. 